Signaling system for railways.



L. H. THULLEN.

SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED 00114, 1905.

Patented Apr. 28, 1914.

2 SHEETS-SHEET 1.

a J-YJ COLUMBIA PLANOIJRAPH (IO-.WASHINGTON. D. :4

L. H. THULLEN.

SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED OCT. 14, 1905.

Patented Apr. 28, 1914.

2 SHEETS SHEET 2.

va Flllllllllll ka fhe COLUMBIA PMNOGRAPH C0., WASHINGTON, B. e.

%TATE% @FFTQE.

LOUIS H. THULLEN, OF EDGEWOOID, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

SIGNALING SYSTEM FOR RAILWAYS.

To all 10710112, it 12mg concern Be it known that l. Lotus ll. THTLLEN, a citizen ot the United States. and a resident of lldgewocd. in the county of Allegheny and State of Pennsylvania, have invented views of a portion of a railway having a signaling system appli d thereto embodying my invention.

The several figures illustrate ditl erent forms which my invention may assume.

Similar letters of reference designate corresponding parts in all of the figures.

By the term system or signaling system as used herein. I mean any arrangement of circuits which are employed to con trol railway signals vhereby the railway signals are caused to give two or more indications of the condition ot the railway tor trafiic purposes.

My present invention is directed more particularly to what are known as track circuits" which circuits are fundamental to all of the well known automatic or semiautomatic signaling systems.

eferring now to the dra ings, designates a portion ot a railway. As shown both of the running or tratlic rails are di vided at the points a, a etc. by suitable insulation to form what is known in the art as oloc sections or blocks. The insulation is generally comprised of what are known in the art as insulated rail joints lt desired. onl one of the running or traffic rails need be divided into insulated sections. I have shown one such block section or block A, and portions of two others 41 A At the entrance end of each block section (the direction of travel being indicated by the arrow) 1 locate a railway signal S which is preferably of an automatic type, for em Specification of Letters Patent.

Application filed October 1 1905.

Patented Apr. 28, 1914.

Serial No. 282.792.

ample a semaphoic signal, and which governs the passage of cars or trains along the railway. F..h railway signal may comprise one or more semaphores s, 8 accordto the type of signaling system used. is is well niown, in signals of this type, the semaphore or scnmphores are moved to one or more positions of indication (safety or caution) by the mechanism of the railway signal and each semaphore is moved to air other position of indication (danger) by the counterweight of the semaphore. The automatic operation of this type of railway signal by the passage of a car or train along the railway is well known in the art and need not be further described. Other types of railway signals may be used, provided they are automatically operated and controlled vy the passage of a car or train along the railway.

B, B B etc, designate inductive bonds,

each of which as is well known comprises a core 7) and a winding or windings 12 The core 7) should be so constructed as not to readily become saturated and may preferably be composed only partly of iron and have its materials so arranged as to afford a magnetic circuit of high reluctance as compared with the reluctance of the iron portion alone. The winding or windings 7) are preferably of copper or other material having high conductivity and are arranged on the core in any desired manner. The inductive bonds may conveniently be of the construction set forth in Letters Patent No. 838,916, granted to me December 18, 1906. An inductive bond is located at or adjacent each end of a block section and the ends of the winding 1) thereof are connected with the track rails of the block section. The winding 19 of adjacentinductive bonds of two block sections are connected together at about their middle points by a conductor 6 For example, the windings b of the bonds B, B are connected at about their middle points by a bond 5 The windings of the bonds B B are similarly connected by a bond 6 With this arrangement of the inductive bonds the propulsion current, passing along the traffic rails of a block section in its return to the power generator, will pass in opposite directions through the halves of the winding of the inductive bond at one end of the block section through the bond 6 the winding on the next adjacent bond where it will divide and pass through the halves of the winding in opposite directions to the traffic rails with which the winding is connected and so on back to the power generator. The propulsion current passing through the halves of the winding of each bond in opposite directions in its return to the generator will not produce any appreciable amount of magnetic lines in the core for it is obvious that the magnetism produced by the current in one half of the winding will be balanced or neutralized by the magnetism produced by the current in the other half of the winding. In the event of only one of the running or traffic rails being divided into sections the single rail may be used as a return. Also in the case of only one of the running or traflic rails being divided, it and the sectional rail may be used jointly for the return of the propul sion current. In the latter event, inductive bonds are used to connect the rail sections with the continuous rail in a manner well known in the art.

I have not illustrated any power transmission system for propelling the cars along the railway as this is well understood, as well as the connection of the running or traflic rails with the power generator.

Each block section is provided with a track circuit which, as is well known, includes a source of signaling current, and a translating device in circuit therewith, said circuit including as a part thereof the traffic or running rails of the block section or por tions thereof. Vith no car or train or any wheels and aXle thereof standing on the tratlic rails the track circuit will be complete and the translating device will be affected by the signaling current from the source of current. In other words, it will be energized by current from the source of current. With a train or car or an axle and wheels thereof on the traflic rails the source of signaling current will be short circuited (through the wheels and axle) and the translating device will be unaffected by the sig naling current. In other words, it will be deenergized. These two conditions of the translating device are used to control other circuits of the signaling system whereby the railway si nal or signals are caused to give one or more indications. This is also well known in the art. It is usual to place the source of signaling current at the exit end of the block section and the translating device or relay at the entrance end of the block section. With this arrangement the source of signaling current was required to have a high voltage to overcome loss in the track circuit due to the impedance of the rails. With a high voltage in the track circuit there is considerable leakage of signaling J, I I I current across the rails. To overcome these and other objections I have placed the source of signaling current at about the middle of the block section, or track circuit, so that it will supply signaling current to both ends of the block section and track circuit. lVith this arrangement less voltage and current is required to operate the translating device thereby resulting in greater economy and efficiency in the apparatus employed.

designates a source of signaling current, shown in the drawings as being a stepdown transformer. Its primary is in multiple circuit with the feeder mains 1, 2, eX- tending from an alternating generator 3. transformer C will be provided for each block section to supply signaling current to the track circuit thereof. The alternating signaling currentfor each block section is confined to its block section by reason of one or both track rails of each block section being electrically separated from the track rails of adjacent sections. While it is true that the track rails of the block sections are electrically connected, such connection will only pass current flowing in one direction through the track rails, to wit, the power current, whereas the alternating signaling current for the track circuit flows in opposite direction in the track rails of each section. Moreover, the transformers C are so arranged that the polarity of current at one end of a block section at any one instant is opposite to the polarity of current in the adjacent end of an adjacentblock section, consequently if the insulation in one of the traflic rails between block sections should break down and the alternating current of one track circuit leak or escape into the adjacent track circuit its effectwould be to change the direction of current in the circuit of one of the members of the translating device and thus cause the member to move in a reverse direction.

D designates a translating device or as I shall hereinafter term it a relay. One such relay is provided for each track circuit, and as shown in the armature d thereof controls'the local circuit or circuits of the railway signal or signals of its block section through an arm d. As shown, each relay comprises a field coil (Z wound upon a suitably shaped core and an armature coil (Z which moves on suitable pivots or trunnions between the pole pieces of the core of the field coil. Signaling current is caused to circulate in both field and armature coils and when signaling current is so circulatmg there will be a movement of the armature coil relatively to the pole pieces of the field, and when signaling current is not fiowlng in either or both of the coils, the armature will move relatively to the pole pieces and in. a reverse direction. The principle of operation of the relay is substantially the same as that illustrated and described in U. S. Patent No. 392,387, granted November 6, 1888, to E. Weston. The construction therein illustrated may also be used to advantage excepting that instead of the permanent field magnet of the patent an electro-magnet is substituted. The reverse movements of the armature are availed of to open and close circuits of the signaling system.

Referring now to Fig. 1 the field coil is shown as being in circuit with the track rails of the block section at one of its ends and the armature coil in circuit with the track rails of the same block section at its other end but through a step up transformer E. The primary 6 of this transformer is in circuit with the track rails while the secondary thereof is in circuit with the field coil. This circuit may be traced as follows: wire 4., armature coil (Z wire 5, connection 72 inductive winding 6 of bond B one or both track rails of block section A, winding of bond B connection 72 and wire 6. Thus one or both rails may be availed of for use in the secondary circuit. Instead an additional wire may be used. Each block section will be so arranged.

Referring now to Fig. 2 the armature coil (Z is directly in circuit with the track rails of the block section at one end, while the field coil is in circuit with the track rails at the other end of the block section through a transformer. This circuit which includes the secondary of the transformer E is entirely independent of any other circuit.

Referring now to Fig. 3, the transformers E are dispensed with and an additional winding is placed upon one of the inductive bonds for example the bonds B and B etc., so as to have it act as a transformer and perform the same function as a transformer E in addition to its functions as a bond. One of the rails is employed in the circuit which may be traced as follows: wire 7, rail 8, wire 9, winding F and wires 10 and 11 to the armature coil.

In Fig. 4, precisely the same arrangement is shown as in Fig. 2 with the exception that the circuit for the field coil is directly connected with the track rails at the end of the block section opposite to the connection of the circuit for the armature coil.

In Figs. 1, 2, 3 and 4- it may be that the alternating signaling currents flowing in the field and armature coils may be out of phase. Should this be the case, provision may be made for bringing the two currents into phase, or changing their phase. In Figs. 5 and 6 I have illustrated means for accomplishing this. Fig. 5 illustrates the same form of invention as that illustrated in,

Fig. 2 with the exception that in Fig. 5 a

capacity or condenser G- isintroduc'ed into.

the field circuit for the purpose of reducing the inductance. In this field circuit which is causedby the cores or parts Fig. (3 illustrates the same form of invention as that illustrated in Fig. l with the exception that in Fig. 6 an inductance H is placed in the circuit of the armature for the purpose of balancing or bringing the signaling current of both members into phase.

It is obvious that various changes in the arrangement of the apparatus or circuits may be made without departing from the spirit of my invention, which comprises the supply of signaling current and preferably alternating signaling current to about the middle point of a block section or track circuit and the employment of a single trans lating device or relay which requires current from two points for its ope ation and which two points are preferably the ends of the block sections or track circuit.

My invention also comprises means for in creasing or reducing the inductance of a member of the translating or relay device for the purpose of having the two currents required for the relays operation in phase.

Thile I have illustrated and described my invention in connection with railways employing one or both of the running or traflic rails as a return or part of the return for the propulsion current it is equally adapted for use in connection with signaling systems or railways wherein the trafiic rails are not designed to carry current other than that intended for the relays.

Having thus described my invention, what I claim is:

1. A circuit for signaling systems comprising traffic rails. a source of signaling current connected with the traflic rails, and a relay device comprising a field coil and an armature coil, the armature coil receiving current from the tra'liic rails at one point and the field co-il receiving current from the traffic rails at a different point.

2. A circuit for signaling systems comprising traiiic rails, a source of signaling current located at a point intermediate the ends of the traffic rails and connected therewith, and arelay device comprising a field coil and an armature coil which coils receive current from the traffic rails at different points.

3. A. circuit for signaling systems comprising traflicrails, a source of signaling current located at a point intermediate the ends of the traflic rails, and connected therewith, and a relay device comprising a field coil and an armature coil both of which are energized by signaling current in the traffic rails, the field coil taking current from the rails on one side of the connection of the source of current with the traffic rails and the armature coil taking current from the rails on the otherside of said connection.

i. A signaling system comprising traffic rails, a source of alternating signaling current connected therewith, a relay device comprising a field coil and an armature coil, which coils are in separate circuits and receive current from the traffic rails but at different points, and means in one of said circuits for increasing or diminishing the inductance in said circuit.

5. A signaling system comprising traffic rails, a source of alternating signaling current connected therewith, a relay device comprising a field coil and an armature coil, one of said coils being connected directly with the traffic rails at one point and the other of said coils being also connected with the traffic rails through a transformer but at a different point, and said transformer having one winding connected with the traffic rails and its other winding in circuit with said other coil.

6. A circuit for signaling systems, comprising traffic rails, a source of signaling current connected therewith, and a relay device operable by current supplied to it from two different points in said traffic rails.

7, A circuit for signaling systems comprising the traffic rails of a block section, a source of signaling current connected therewith, and a relay device operable by current taken from the opposite ends of the traffic rails.

8. A circuit for signaling systems comprising the traffic rails of a block section, a source of signaling current connected therewith, and a relay device operable by the combined action of current taken from the opposite ends of the traffic ails.

9. A circuit for signaling systems comprising the traffic rails of a block section, a source of signaling current connected therewith, and a relay comprising two members, one of which is energized by current taken from the traffic rails at one end of the section and the other of which is energized by current taken from the traffic rails at the other end of the section.

10. A circuit for signaling systems comprising the traffic rails of a block section, a source of alternating signaling current connected therewith, a relay device comprising two members, both of which are energized by the signaling current flowing in the traffic rails and operable by the combined action of current taken from two points of the track rails, which points are on opposite sides of the source of current, and means for changing the phase of the current in one or both of the circuits of the two members of the relay.

11. A circuit for signaling systems comprising the traffic rails of a block section, a source of alternating signaling current. connected therewith, a relay device comprising two members, both of which a'reenergized by the signaling current in the traffic rails and operable by the combined action of current taken from two points of the track rails, which points are 011 opposite sides of the source of current, and means for bringing the currents in the two members into phase.

12. A circuit for signaling systems comprising traffic rails, a source of alternating signaling current connected therewith, a relay device comprising a field. coil and an armature coil, one of said coils receiving energy directly from the traffic rails at one point, and the other of said coils receiving energy from the traffic rails but at a different point, and a transforming device between the traffic rails and said last mentioned coil.

13. A circuit for signaling systems con prising traffic rails, a source of signaling current located at a point intermediate the ends of the traffic rails and connected therewith, and a relay device comprising a field coil and ail-armature coil both of which are energized from the traffic rails the field coil receiving energy from the rails on one side of the connection and the armature coil on the other, and both coils requiring" to be energized to hold the armature in one position.

14. A circuit for signaling systems comprising traffic rails, a source of signaling current connected with the traffic rails, and a relay device comprising two coils, one of which is energized by the signaling currentin the traffic rails on one side of the con nection of the source of current with the traffic rails, and the other of which is energized by the signaling current in the traffic rails on the other or opposite side of said connection.

15. A circuit for signaling systems comprising traffic rails, a source of signaling current connected with the traffic rails, a relay device comprising a field coil and an armature coil energized from the traffic rails, one coil being in circuit with the traffic rails at one point and the other receiving energy from the traffic rails at another point, and a transformer in circuit with one of said coils for raising the voltage of that circuit,

16. A circuit for signaling systems comprising traffic rails. a source of signaling current connected with the traffic rails, a relay device comprising a field coil and an armature coil, one of said coils being connected directly with the traffic rails and a transformer energizing the other of said coils from the traffic rails ata higher voltage.

17. A circuit for signaling systems comprising traflic rails, a source of signaling current connected therewith, a relay device operable by two currents one of which supplied directly from the traffic rails, and a transformer supplying the other relay current from the trafficrails'at a higher voltage. ISwA circuit for signaling systems comprising the traiiic rails of a block section, a source of signaling current connected therewith, and a relay comprising two members, one of which is energized by current taken from the traffic rails at one end of the section and the other of which is energized by current taken from the trafiic rails at the other end of the section, and means for increasing the voltage of the current supplied to one of said members.

19. A. circuit for signaling systems comprising the traffic rails of a block section, a source of signaling current connected therewith, a relay comprising two members one of which is energized directly from the traflic rails of the block section, and a transformer connected with the traflic rails to energize the other member at an increased voltage.

20. In combination,=a railway track, means for supplying signaling current to the rails thereof, a relay comprising two coils, means taking signaling current from the rails at one point for energizing one of said coils, means taking signaling current from the rails at another point for energizing the other of said coils, and a signal controlled by said relay.

21. A signaling system for railways comprising means for dividing the traffic rails to form track sections, a transformer for each section to supply an alternating signaling current to the traflic rails thereof, the transformers being connected with the traffic rails of the track sections in such manner that the polarity of alternating signaling current in one track section at any one instant will be opposite to the polarity of the alternat ing signaling current in the two adjacent track sections, a relay device for each track section, said relay device comprising a field coil and an armature coil, the two coils of each relay receiving energy from the rails on opposite sides respectively of the point of connection of the transformer with the rails, and each relay requiring current flowing in the same direction simultaneously in both coils to produce one movement of the armature coil relatively to the field coil, and said relay being adapted when current is not flowing in one of the coils or current is flowing in me coil in a direction opposite to the flow of current in the other coil to have a reverse movement of the armature coil relatively to the field coil, and a railway signal controlled by the relay of a track section.

22. In combination, a railway signal for controlling the passage of trains through a block section of a railway, a relay for controlling the operation thereof and comprising two windings, two different and permanently closed track circuits for said block section formed in part by said two windings of the relay, and signaling current for said difierent closed track circuits.

In testimony whereby I have signed my name to this specification in the presence of two subscribed witnesses.

LOUIS H. THULLEN.

Witnesses.

A. HERMAN IVEGNER, HENRY R. BAUER.

Copies of this patent may be obtained for live cents each, by addressing the Commissioner of Intense, Washington, D. 0." 

